Poration



July 2, 1929. o. C. DURYEA CAR CONSTRUCTION Filed Feb. 1, 192'? 3 Sheets-Sheet 1 ATTORNEYS July 2, 1929. o. -c. DURYEA CAR CONSTRUCTION Filed Feb. 1, 1927 :s sheets-sheet 2 ATTORNEYS l la,

July 2, l929- o. c. DURYEA GAR CONSTRUCTION 3 4Sheets-Sheet 3 Fi1ed Feb.1, 1927.

INVENTOR ATTORNEYS Patented July 2, 19297.

- srar man AMNT, ori-fics.

orne c. DUEYEA, or WATEEBUEY, CONNECTICUT, Assreuoa To o. c. nUREA CoE- PoEATioN, or WILMINGTON, DELAWARE, A coar'omrrrou` 0E DELAWARE.

CAR CONSTRUCTION.

Application led February 1,` 1927; Serial No. 165,185. v

This invention relates to railway cars and more particularly to Vcars of the passenger train-type. Y

In passenger. train cars, and particularly inpassenger coaches, it has heretofore been. customary to provide `bufling, means 1an the horizontal plane of the center sills and to associated therewith combined draft and bufling means located in a plane below the plane of the center vsills,'thel couplers Ybeing operatively connected to this combined draft and buliing mechanism and hence also located in a planelbelow the center sills. f y In myprior application Serial No. 105,291, filed April 28, 1926, there is disclosed a passenger train car lembodyinga long travel center f member in combination` with bufling means, said member and bufing means being located inthe same horizontal plane, relative bto the rails, as that'heretofore employed for the usual center sills. In combination with the long travel center member are draft andV buling means, mounted `in the lower horizontal plane .of the couplers and operatively connected to the latter. f

f ln my co-pending application Serial No.1

` zontal plane occupied by the couplers ofthe passenger train type of carsgenerally in use today. -Draft and vbufling vmeans arev provided in the same horizontal plane with said center member and couplers.

An object of the present invention is to provide a novel car structure ofthe. type emtravel center member.. Y

Another object is to provide a`novel Vcar structure of-this type wherein the conter member is .mounted in the same horizontal planeas that heretofore occupied by passenger car center sills, and to operatively connect 'to said center member `draft andbufng mechanism positioned in this same horizontall plane, the couplers being mounted in a lower plane and operatively connected tothe center member. I

Another 'object ofthe invention is to provide novel means for operatively connecting Y the couplers to the center member whereby substantially all draft and buing forces will for. insuring that the fa'ce plate Vof the structure will at ally times be maintained in en gaged with the -faceplate of the adjoining car in the train, and this regardless of the .longtravel of the center member relative to the remainder lof the car structure. A further object is to provide novel means for operativelyl Vonnecting the face plate with the center member.V l l Another object is to provide a novel structure ofthisjtype 'which shall embody, toa high degree, easyridingqualities, and which may be satisfactorily` operated With other cars or 'coaches ,of the type noW generally lin use. i Y,

Other obj ects include the provision of novel means, constituting abutting beam, that is preferably rigidly connected to the center member ;to provide novel means for guiding the buffer member in lits-relative longitudinal movement; to providenovel means for yieldingly resisting relative movement between the face plate and-,thec'enter member; and to provide novelV means for facilitating the assembly of the structure. These and other ob- ;jects Iwill appear inorefully hereinafter. ployed in Vpassenger trains Vembodying along One form of the invention is illustrated in theaccompanying drawings, but it is to be rexpressly understood that the drawings are for purposes of illustration only and are not designed as a delinitionof the limits ofthe invention, reference being had to the append- 100 ed claims for this purpose.

- ln the drawings- I Figs-..1 and 1a constitute a top plan View, in

section, ofoneend of a carstructure embodyino the' present invention, a portion of the 105 Fig. 3 is a composite, transverse, sectional view, with parts broken away, the right half of the figure being taken on the line 3, 3a of Fig. 2a and the left half being taken on the line 3b, 3b of Fig. 2t;

Fig. 4 is a composite, transverse, sectional view, with parts broken away, the right hand half of the ligure being taken on the line 4, 41L of Fig. 2, and the left hand half of the figure being taken on the line 4b, 4b of Fig. 2;

' Fig. 5 is an enlarged detail view, in horizontal section, illustrating one manner in which th'einner endof the coupler shank may be operatively connected to the draft cheek plates;

Fig. 6 is a composite, transverse, sectional view, with parts broken away,the right hand half'of said ligure being taken on the line 6, 6*l of Fig. 2, and the left liand'portion of the ligure being taken on the line 6, 6b of Fig. 2;

Fig/7 is a transverse, sectional, detail view, with parts broken away, taken on the linev7, 7 of Fig. 2.; and l Fig. 8 isv an enlarged detail View, in side elevation and partly in section, illustrating one means which may be employed to yieldingly maintain a face plate in the desired operative positions.y

Referring to the drawings, wherein like reference characters refer to like parts throughout the several views, the structure constituting the' 'subj ect matter of the present invention is adapted to be mounted on trucks (not shown) ofl anv'suitable type, theillustrated embodiment being particularly adapted to be mounted on six-wheel trucks. Since the opposite endsof the structure are similar in construction'and' operation, the description will be limited to the one illustrated end only.,

f The structure is suppoited on the trucks by means of a center plate 10 (Figs. 1a and 2a) which is secured to, or a part of, the lower central portion of acenter brace casting 11 which, together with transversely extending flange members 12, constitutes a double body bolster, the weight of the body structure being transferred through the member 12, and the casting 11, to. the center plate 10 and thence to the trucks.

Rigidly secured in any suitable manner to the `double body bolster and extending outwardlyv toward the end of the car, isa platform structure which may include sub-sills f13, .one of the latter being provided on each side of the center brace member 11 and extending parallel thereto. The inner ends of the sub-sills 13, which latter are preferably constituted by vertically disposed channels which, as shown, terminate adjacent the inner end of the double bodybolster, while the opposite ends of vsaid sills extend outwardly, and are rigidly secured to the vestibule door posts 14, only one of which is shown in Fig. 1. Intermediate the posts 14 and the double body bolster, the channels 13 are rigidly secured to end sills 15 in any suitable manner, said end sills being constituted by diaphragms (Fig. 4) and a cover platek 17 secured to the lower portions of diaphragms 16, and extending beneath the subsills, said cover plate being directly connected to the sub-sills by clip angles 18. The upper ianges of the channels 13, constituting the sub-sills, are rigidly tied togetliei, and to the side sills 19, by means of a platform cover plate 20, and the lower flanges of said channels 13 may be tied together at a plurality of points, if desired. A plate 13a (Fig. 2) may be employed for this purpose, adjacent the outer ends ofsaid channels, to coact with cover plate 17 and laterally extending portions 11a (Fig.

formed integrally with, or secured to, castingI 11. Extending outwardly from the channels 13 and vestibule'door posts 14 are end extensions 21, said extensions being similar in construction and function to the members now generallyreferred to in the art as bulfer beam extensions. The steps for the car (not shown) are provided intermediate the end extensions 21 (Fig. 1) andthe end sills 15. The car sides 22 (Fig. 1) are suitably secured to the' side sills 19. f

The structure of the present invention einbodies a center member, which is mounted for movement of large extent relative to the bolsters and platform structure. As illustrated, the center member is constituted by two vertically disposed channels 23 (Figs. 1, 1a and which preferably extend from a point interniediate the end extensions 21 and the end sill 15, at one end of the car, to a similar position at theoppesite end of the car, said channels 4being secured together by any suitable number of tie plates 24,v one of which is shown in Fig. 2. The inner faces of the webs of the channels 23 extend closely along the lateral faces of the center brace casting 11 of the body bolster and are guided in a liorizontalplane by the saine,

the lower flangesfof said channels 23 beingl adapted to slidably engage projecting portions 11n (Fig. 6) of said casting. Suitable cross-bearers (not shown) are provide-d intermediate the body holsters for guiding and supporting the center member. V

A member 25, which constitutes a bulfer beam, and which may be formed as a casting if desired, is rigidly secured, as by' means of rivets 26, to the koutei' ends of the channels 23 constituting `the center member. Preferably Ythe lateral dimensions of this buffer beam are suoliV that it extends outwardly beyond the channels 23, and its length is such that it extends outwardly beyond the en d extensions 21. As shown more clearly in Fig. l1, the bufferk beam` 25 is provided with transverse strengthening ribs 25aL and diagonally-disposed strengthening ribs 25', and the casting is suitably cored to avoid yexcessive weight.

Suitable members are provided on the subsills 13, adjacent the vertical plane of the end extensions 21, for guiding buffer beam 25 in its longitudinal movement With the flanges 25? of the buffer beam,`to prevent upward movement of the buffer beam relative to the sub-sills. The long travel center member may therefore be said to include the `channels 23 and the buffer beam castings 25 at the oposite ends of thek cai. j

Suitable means are provided for yieldingly resisting relativev movement between the center member and the remainder-of the car structure, such as'the body'bolsters and the lend sills. Said means may be formed by energy absorbing mechanism, but preferably said means 'are constituted by energy dissipating mechanism, i. e., both springs and friction elements are preferably employed for resisting movement of the center member relative to the body bolsters. Saidmechanism may be formed of various types of resilient and friction elements mounted at suitable positions to yieldiiigly resist relative movement of the center member in both directions, but in the form ilustrated in the drawings, said energy dissipating means are mounted in a housing 29, which housing also serves as a yoke, that has its outer end extending into engagement with` the inner transverse rib 25a (Fig. l) constituting the inner face of the rigid buffer beam 25. Due tothe provision of a rigid biitl'erv beam for transmittine` bumng forces to the energy dissipating ortbufting means, the 'present structure is not limited to the use of the relatively small buthng means heretofore employed for avoiding eccentrically applied forces. Y

Intermediate its ends, the housing 29 is 'l supported byla strap 30 (Fig. 2)V secured to the lower faces of the bottom flanges of the channels 23. Extending through vertically alined openings in the inner ends of the housing 29 is a vertically disposed key 31, which is held against movement in one direction at 1 its upper end by means of a casting 32 that is rigidly secured, as bymeans of rivets, to

the covei plate'2O.1-The opening in casting 32 is preferably made larger than key 3l ,in order to facilitate assembly of the-parts. 'The lower-end of key 31 is held against movenient by means of a casting 33 provided with a pocket 34 in which the lower end of tlie'hey rests, the innci end of saidcasting being secured, as by means kof bolts or rivets 35, to the adjacent portion of the doublebody bolster. Surrounding the central portion `of the key is a member 36 which Yabuts at its inner face against a projection v37 extending.outwardly from the central portion of the louter' face ofthe center base casting' l1, while the opposite face of member-'36 engages a follower plate 38 (Fig. l) horizontally positioned between channels It will be understood that changes may be made inthe means employed Vfor transferring the cushioning effect of the mechanism contained within housing "29 to the body bolster and that the arrangement illustrated at 36, 37 is only one form which facilitates assembly of the parts.

Secured to the inner faces of the webs of the channel members 23, are suitable stops 39 (Fig. l) which normally bear againstv the follower plate 38 and which are adapted to engage the adjacent face of the center brace casting l1 at the points 1lb, 111. Additional stops 40 are rigidly secured tochannels 23 in such a position that normally said stops areat a distance frei-n the inner face or end of the casting l1, equal to the distance of the stops 39 from the portions 11b of said casting.

A face plate of suitable type is operatively carried by the outer end of the center member, and is adapted for longitudinal movement with the latter. In the form shown, the buffer asting 25 is provided with a longitudinally extending lpocket 41 (Fig. l) into which slidably extends a center stem 42, provided, on the inner end thereof, with a reduced portion42a which is adapted to slidably extend through an opening 43 formed in the innei web 25aA of the buffer casting. A coil-spring 44 surrounds the reduced portion 42 of buffer `stem 42, the inner end of said spring having abutting engagement with a flange surrounding opening 43, andthe outerendfof said spring bearing against a collar suitably formed, o r provided, on stem 42. Spring 44 tends to movestem 42 outwardly relatively to buffer casting 25, and this movement is limited by means of a vertically. disposed pin 45 which extends through an elongated slot 46 foi'ined in the stem, 42. VThe key 45 is held against longitudinal movement since its opposite ends projectloosely through suitable openings formed in the top and bottoni portions of the buffer beam 25, and said pin may be retained in place by means of a member 47, secured in any suitable manner to the buffer beam, in a position to engage the lower end of said pin. pPivotally secured to the outer enlarged end of stem 42 is a face plate ably,-the `plate isso associated with stem 42 Vthat no butling force is placed directly on pin 49, and for this purpose the outer end ofv stem 42 may be providedwith an arcuate-pocket `to receive lug 48?, the latterbeing curved 'to conform to the .curved surface of the pocket, as is clearly shown in Fig. 1. Intermediate the rib 2`5a=ol the Vbuffer beam, which is provided with the opening 43, and the inner -rib 25d yol' said ibeam, vis a pocket 50 in which are mounted resilientmeans, such rasa ipa-ir of coil springs 5l, and r'inter-posed `between the louter ends el' :said springs 5:1 and the rib 25a., is a follower plate 52 `which Vis adapted to Vbe engaged by .the'inner `end off stem 42 in a :manner to be pointed out more fully hereinafftei'.

Means are provided fortransterri'ng draft- `forces to the center `member whereby said :forces kmay be 4yieldingly resisted by the draft and hailing .means contained in vthe housing 29. As shown, this ldratt, means is .mounted in a Vhorizontal .plane below the :center mem ber, said plane beingat the same height above the 4rails as that occupied by the couplers einn ployed on cars ot' the passenger train :type in Ause today. In the lorm shown, said means are constituted by ya pair of cheek .plates 53 (Fig. which are secured, `along 'the uppei Aedges thereof, yto the inner Afaces yof the webs of channels 23, and which project downward- `ly a suitable distance below said channels (Fig. 2). ltiveted to .the outer ends ot the cheek plates and mounted between .the same fis a-cheek :plate casting 54 (Fig. 5) provided on the outer end thereof with a pair of vhorizontally `entencling apertured arms 54aN through which extends a coupled `key 55. The key 55 also extends through .the inner end of -a coupler shank 56 which may be formed, if desired, in lsuc-h -a manner as to permit limited pivotal movementol` the coup-ler head 57, relative to said key, in a horizontal plane, such movement of the coupler head being desirable when the car is being operated around a curve. In the form shown, the inner end of the coupler shank is .provided -wit-h'two segmental portions, one on each side Aof the key 55. Intermediate the curved surfaces-ofthe segments-andthe adjacentsidc of the key, are segmental members, or castings, 58, 58, 'the curved faces of which engage the curyed .surfaces of the segmental vportions of the coupler shank. The members 58, 58V are eac-h" provided with a groove in the straight face thereof, into which theadj aeent .edge oi the key-extends. rlhe linner .extremity ol' the coupler shank 56aL projects einto a pocket 54", formed in the cheek plate casting 54, and intermediate this extremity 56n andthe bottom of the pocket, is fpositionedacoil spring 59 vwhich v'normally maintains the coupler in such a position that the key 55 'is fin contact with the outer walls o'f the slots of the elongated apertures -60 Iliormed .-in 'the arms 54, with lthe vcoupler :head in coupling position. The outer portion of the coupler shank is supported and Iguided *by a suitableicarrier iron 61, secured toa downwardlyextending flange providedonthe "buffer beam 25. The carrier iron 611 is yost suchsize as to permit freemovement vof the coupler shank in a horizontal plane when y,the car is .being operated around CUI'VES.

I 4the lstructii-i'e of the present invention isto be em-bodiediiia car et the vestibule-type, means are provided to insure .that the upper portion of .the vestibule face platewill be maintained at all .times in a .proper position to coact with the tace plate ort the adjoining car of the train. In the term shown, said means are constituted by a pair ol rods 62 (F ig. 8) which are pivotalljy connected in any desired manner, as at 63, to the opposite sides Aol the vestibule tace plate .at a suitable `distance above the lower end thereof. T-l e lower ends of said rods are pivotally connected respectively, lby means `of pins 64, 'to cup-shaped guides -65 which slidably'extend rinto the upper vends of open 3poekets -66 Jiforined one in each Iend :of the vlaterally extending.portions 67 (F l) of the buffer -beamcasting 25. In-

termedia-te each guide 65 and the bottom et the rod 62. 1

As shown more clearly -in Fig. 2,=the pivotal connection between the lower end of thefiace plate and the buffer stem42, is made with sufficient play to enable the 4:rods 62'a1id springs 68 lto maintain :the face :plate in the proper. angular relation relative to athe remainder oit the structure. `Since the `face plate is adapted for .pivotal vmovement aboutthe vertically disposed pin 49, in order that it `may maintain contact with theadjacent face plate of a coupled -car when the same is being operated around a curve, :the pivotal connection lbetween rods 62 andthe faceplate, asat 63,'must have suilicient play zto permit the face plate to partake of this pivotal movement. It will be understood that a suitable toe-plate (not illustrated) is preferably provided between the face plate 48'and thecoverpla-te 20.

Operation-When coupling, the tace plate of the coach or car to ,be `coupled with my improved structure, wil-l engage and move face plate 48, `and will act `through :lug 48 and stem 42 to compress .the spring 44, which :is sullieiently 'light 4to avoid any likelihood of thecar being set in motion. Movement of the face plate 48 and stem 42 against the tension of spring 44 through a distanceoit approximately one inch, in .the illustrated .embodiment-ot the invention, .relative .to the buffer beam 25, will permit the coupler .pulling faces to be brought into engagement whereupon the above mentioned relative movement-of the stem 42 due tothe length of the slot 46 provided in the latter. If my improved structure is embodied in a vestibule car, springs 6 8 andV rods 62 may be so adjusted that the upper end of the vestibule face plate will normallybe inclined outwardly, for example it mayeX- tend outwardly two inches beyond the lower end of said plate, and when coupling, the upper end of the vestibule face plateof the car to be coupled with the structure illustrated in the drawings', will first engage the upper end of face plate 4Sand tilt the same to the right, as viewed in Fig. 2, against lthe tension of spring 68. .As the coupling is completed, the upper end of the said face plate will move inwardly with the lower end thereof, so that the upper end of said vestibule face plate will have a total movement, inthe example given, of approximately three inches relative to the center member. By this arrangement it willv be seen that the upper ends of the face plates will be maintainedv in engagement at all times regardless of theirreg'ularities in the track.

If a bufling force be applied to the improved structure constituting thesubject matter of the present invention, said force is absorbed in the horizontal plane of the center member, since the spring 59 Vemployed for normal-4 ly maintainingv the coupler head 57 in'eXtended, coupling position is light relative to the draft and buiiing mechanism carried by the housing 29, which latter mechanism isl e'mfployed toA resist the draft and bufling shocks. The spring 59 coacts with the resilient members 51 to permit limited, resisted movement of thefa'ce plate 48 and coupler head 57 rela# tive to the center member, but these springs are of such size and strength that their principal function is'not that ofI shock absorbing means, but to avoid 'uuresistedslack between the cars of thetrain.

Thev buiiing force tends to move, and if sm'iiciently great, does move the center mem ber relative to the main body structure. Usually a buliing force is extremely violent and severe, and when applied toa carof the type generally in use today, said force is'very disagreeable to the passengers, and may result in bodilyinjury. In order to'absorb such a force without injury to the passengers or the car structure, the draft and bufling means of the present invention are adapted vfor long travel, whereby said force will be'gradually andsmoothly absorbed. The travel of said v draft and buffing means is accordingly commensurate with the relative movement of the longitudinal center member. j The train slack is independent of the movement of the c enter member and is maintained within 'predete'rff mined limits, thereby securing the full benelits of the long travel draft `and buiiing means.v

- are coupled.

Moreover, if desired, the train slack may be made less than that considered standard herei tofore.' In the present structurey the train slack is dependent' upon the extent ofmovef ment of the face plate and the center stem 4 2, relative to the center member, after the cars A Vbulng force moves'the buftlng beam 25 to the right, as viewed in Figsl and 2, relative tothe body structure of the car, and this movementA is transmitted through housing 29 to the buftngmechanism and the'followerl plate 38, and thence through member 36 andprojection 37 directly tothe body bolsters.

The buffer beam, in itsy movement, carriesalong with it the center member23, 23,` coul' pler head 57, and stops 39, 39.` Preferably, the movement of the-center member relative to the body structure is materiallygreater than the travel of buiing 'mechanism heretofore employedin cars new ingeneral use, in order that they buffng lforce may be smoothlyj refsisted and absorbed or dissipated." It Will'be apparent 4that the buffmg force appliedv to the structure of the present invention' is absorbed in the horizontal plane of the center member and not in the horizontal plane of the coupler, as is the case with passenger cars heretofore used. One of the many advantages arising from such a structure will be readily apparent to those vskilled inthe art,namely, the tend` encyV for one end of a car embodying the present yinvention tobe li'fted'above the end of the under-frame of anadjoiningcar, with resulta ing telescoping, is removed. It is to be under#4 stood that/'the' draft and buiiing mechanism at the opposite ends of thev car is effective to yieldingly resist a buiflng vforce applied to' either end of the center member. .A

. If a draft force be applied to the coupler tending to move the same to the left, as viewed in Figs. l and 2, this force is transmitted through coupler shank 56, key` 55, cheek plate casting 54, and cheek plates 53,130 the centerv member, whereby movement of the center member to the' left, relative to the remainder of the car structure, is produced. This move` ment is yieldingly resisted bythe draft and held againstlmo'vement relative toy theY carl body by means of key 31, the latter, in turn, being held against movement by plate 33 and cover placte'casting 32.r Due to th'e'long travel ofthe center member, the draft forces are yieldingly resisted without sheck or injury -to the passengers and the car structure..

It will thus be perceived thatthere 'is provided a car structure of the long travel, c'en terlmember type which is simple in construction, which is rugged, and'^ which' may be satis-v factorily roperated with cars providedv with short travel,"draft and buftng mechanismof the type heretofore employed," v'The bnvfiingv' key, et'c.the sa'fety chains secured to the eyestails withoutdeparting from the invention.l

forccsare absorbedin the'horizontal plane of the center member, thereby avoiding any tendency of the cars to telescope. The train l slack or relative movement between adjoini-ngcars may be controlled as desired, and is entirely independent of the extent of travel of the draft and buffing, or cushioning, mechanism; l y Y The face plate is carried by, and is movable with, the center member, and regardless of the extent ofmovement of said center member, relative to the car body, said face plate' is always maintained inv proper. engagement ywith the face plate of the adjoining car.

Meansare provided for insuring that kthe face plates of cars of the vestibule type will always be m'aintained'in proper engagement regardless ofthe irregularities of the t "ack, and said face plates may pivot about vertical axes to provide for operation of the cars of a train around' curves. The long travel movement of the center member cannot result in a gap or opening between cars' and hence no injury will result topassengers who may be passing from one car to another at the time that an` excessive draft or bufling force is imparted to the car or cars.

Aspreviously pointed out,thebuiiing forces are absorbed in the horizontal plane of the center member independently of the couplers and itl will now be seen that if the couplers should' be rendered inoperative for any reason, such` as by means of a sheared coupler provided below the laterally extending portion67 of, the' buffer beam 25, are effective to sustain all draft forces. All draft and bufling shocks will be effectively absorbed and transmitted, and derangement ofv the coupler means will not prevent satisfactory operation of thecar. Otherwise stated, the loss of a coupler i'n-` no way interferes with the proper operation ofthe draft and bufing means.v n The use of yieldingkmeans intermediate the face plate andthe center member insures against any unresisted train slack.

While only one embodiment of the invention.I has been illustrated and described, it is fj tobe expressly. understood that the invention. is not limitedv thereto, since various changes may be made in the structural de- For example, the draft and bufing mechanism, or cushioning means, .for yieldingly re-` sisting relative movement Vof the center member, may be formedv of a variety of elements ofthe type now well known in the art. For example, the cushioning means may be conj structedin a manner described in my copendingv application Serial No. 26,267, filed April 27, 1925, or the friction elements may be separated from. the resilient elements, instead of being mounted in a single housing as inthe illustrated embodiment. The platform structure, including the sub-sills, may

be varied', as will be understoodv by those skilled in the art. Moreover, the invention: is not limited to a buffer beam* formed as a casting; If the car is not of the vestibule type, it Will be seen that rods 62, and the ele'- ments associated therewith, are not essential.y Reference will thereforebe had to the appended claims for a definition of the limits of the invention.'

' Vhat is claimed' is l. In a car of a class described, the combination with a body structure, of a center member mounted for longitudinal movement relative to said body structure, means for yieldingly resisting movement of the cen ter member relative to said structure in both directions, couplers secured to the center member, and yielding means for receiving bufling forces and for transmitting the same to said' center member independently of said bination with a body structure, of aY center.

member mounted for longitudinal movement relative to said body structure, cushioning means for resisting movement of the center member relative to the said structure in bothy directions, couplers operatively secured to saidcenter member, and means carried' by the center member for receiving buiiing forces and for transmitting the sameto the center member*independently of said couplers.

4. A car of the class described comprising, in combination with a body structure, a longitudinally extendingl center member mount* ed formovement relative to said. body struc'- ture, draft and buffing meansfor resisting movement of the centermember relative Ato the said structure, couplers mounted in a plane belowtlie horizontal plane of the cen.-V termember and secured to the latter., and.

means adapted for movement relative to the center member for receiving bufling forces Vand for t 'ansmittin g the same to said center member independently of said couplers.

`5. A car ofthe class described, comprising in combination with a body structure, a long travel center member extending the length of the car and mounted" for .longitudinal movement relative to said body structure, means for resisting movement of the center member relative to said structure,` couplers operatiifely connected to said center member and adapted formovement relative'thereto,

CII

mistica endif-yielding means for receiving buiing :forces and for transmitting said forces to said "centermember independently yof said cou-Vv movement ofthe center member relative to` said structure in both directions, couplers operatively 'connected 'to said center member, and means including a'face plate adapted vtor movement relative to said center member ior receiving :buiiing forces and for transmitting said forces to said center member independf vently of saidcouplers.

7. In a car of the class described, the com- -bination With a body structure, of a centeri'nemb'er mounted forlongitudinal movement relative to said body structure, cushioningV means for resisting` movement-of ther center member relative tor said structure, couplers secured to said center member, and means for receiving bufingforces and for transmitting the same to said centermember independently of said couplers.l y

8. In a car otthepassenger 'raintype, the combination- With' a body structure, of a center member extending` the length of the structure. and mounted for longitudinal `movement in both directions vrelative' to said structure, means for yieldingly resisting movement of the center member relative torsaid structure in both directions, couplers secured to said center member and mountedin a' plane below the latter, and means including a face plate slidably mounted relative to said center member for securing resisted train-slack between said VYcar and the next adj oiningcarvof a train. v). In acar structure ofthe class described, a longv travel center member, cushioning means vfor resisting movement'of the center member relative to the bolster-s of said structure, couplers secured to'said center member, and slidable means Acarried by said ycenter member for receiving bufn'g :forces exerted on the' structure Vand for transmitting the same directly to said center member independently ot the couplers, said'buifingvv forces being absorbed byfsaid Acushioning means. y

` 510: 1n a passenger coach -o-tthe `vestibule type, thecoiiib'ination with a body structure, ot a lcenter member mounted jicor longitudinal movement relativeto-said body structure,

Y `means Vfor yieldingly resisting movement of the center member `relativeA to said structure inboth directions, a vestibule face plate carried 'by said center member, means'including a pair 1of pivotally mounted rods 'for operatively coniiecting said face plate and'center member, and couplers operatively connected tosaid center member.v j y e :y y'11i In a car ofthe class described, the combinatioii With a body structure, of a member extending the '.lengtli'of said structure and mounted 'for longitudinal movement relative thereto, coupler means operatively connected to said member, means for yieldingly resisting movement of tlie member in either direction relative to said structure, a vestibule face plate movably mounted on said center member, and yielding means for normally maintaining the upper Aportion of said plate in a predetermined 'position relative to said structure. H

12. Ina car of the type embodying a longitudinally movable center member extending substantially the length of the car body, the combination With said member of movable means carried thereby for confining substantially all buting forces to the horizontal plane of said member, and couplers operatively connectedv to the center member. l

13. A `car of the passenger train type comprising, in combination, a center member extending substantially the lengthl ot the car, couplers operatively connected to saidmeinber, means including a plate adjacent the end of said member for transmitting approximately. all buiiing forces to the member, and means operatively connected to said member oryieldingly resisting said forces.

1li. A railway car comprising a draft and buiiing member extending Vsubstantially the length of the car,.ineans for yieldingly resisting bui'ling forces applied to saidcar, and means in a 'different horizontal plane from the horizontal plane of said first named means for transmitting draft 'forces to said car, the operation of said bufiing means being independent of said draftn'ieans.

15. A railway ear comprising a center member extending substantially the length o'E the car, means in the plane of said center member for yieldingly resisting substantially all buiiing forces applied to said car, and p means for transmitting draft to vsaid car, the operation of said iii'st'named means being independent of the operation of said last named means.

1G. A railway car comprising means 'for yieldingly resisting approximately all butin g forces applied to said car, means for transmitting draft to said car, the operation of said first named means being independent of the operation of said last named means, and means for inovably connecting said draft means to said irst named means.

17. railwaycar comprising long travel second'named means vto said first named means. 18.- In afcar of the passenger ti'ain'type, a

body structure including body holsters, a center member extending substantially the length oi the car andv mounted for longitudinal movement in both directions relative to said body holsters, a face plate carried by said center member, means for resisting movement of the center member in either direction,and coupler means operatively connected to the center member.

19. In a passenger coach of the vestibule type, a body structure including body bol-V sters, a longitudinally movable center member extending substantially the length ot the car and adapted ilor movement in both directions relativeto'saidholsters, a vestibule tace plate carried by said center member, yielding means interposed bet-Ween the face plate and the center member, coupler means operatively connected to said center member, means permitting movement ot the coupler means in one direction only relative to said center member, and means lior resisting movement oi? the center member in either direction relative to the body holsters.

20. In a. passenger car, a body structure including body holsters, a longitudinal center member extending substantially the length of the body structure and mounted 'tor movement in both directions relative to said bolsters, yielding draft and hailing means mounted in the plane of the center member for resisting movement oi the latter in both directions, coupler means including` a coupler and a resilient member operatively sesured to the center member below the horizontal plane o'l the latter, said resilient member being adapted to resist movement oi the coupler in one direction only relative to the center member, and a face plate pivotally secured to the center member.

2l. In a passenger car, a body structure including body holsters, a longitudinal center member mounted :for movement in both di-l rections relative to said body holsters and extending vbeyond the opposite ends olf lthe body structure, the ends o'lE the center member being adapted to receive buiiing forces, means for yieldingly resisting` movement of the center memberl in both directions, and coupler means operatively secured to the center member.

22. In apassen ger car, a body structure including `body holsters, a center member extending the length of the car andA adapted for movement in both directions relative to the holsters, said center member being adapted to directly receive hul'ling forces on the opposite ends thereof, yielding` means ior resisting said bufling forces and ior resistingl relative movement of the center member, coupler means positioned beloW the horizontal plane of the center member, and means for connecting the coupler means With the center member.

23. A passenger car comprising a body structure including body holsters, a center member extending the length of the bod-y structure and adapted for movement intboth4 directions relative to said holsters, a vestibule tace plate pivotaflly connected tol said center member, kmeans for resisting relative movement oli' the center member inf either direction, and coupler mea-ns opera-tively connected to the center member.

24. In a passenger car, the combinationwith the body structure including body bolsters, of a center member extending the lengthof the structure andv adapted'` for. movementin both directionsrelative to said holsters, means resisting movement of the .center member in both directions, a vestibule face plate, mea-ns for yieldingly and pivotally connecting saidtace plate to said center member, and coupler means connected to said center member, the coupler of sa-id last named means being mounted belo w the horizontal pla-ne of the cen, ter member.

25. In al passenger car, the combination with a body structure including body holsters, of a center member extending the lengthA ofthe car and adapted for long` travel movement inv both directions relative tosaid holsters, energy dissipating means for resisting movement oi the center member in both directions relative to the holsters, a face plate slidably carried by said center member, resilient means interposedy between said faceplate and center member to resist relative movement therebetween, a coupler, means connecting said coupler to said center member, said coupler being adapted forv movement from a normall position in one direction only relative tothe center member, and yielding means for resisting movement ofthe coupler relative to the center member in said one direction.

26l I-n a passenger car ofthe type wherein a longitudinal center beam is mounted for movement of long travel relative to the bolsters of the car,and long travel yielding means are providedV lor resisting relative movement of the center beam in' either direction, the combination With said member of a face plate carried thereby and mountedfor movement rela'- tive thereto, yielding means for resisting movement of the plate relative tofsaidbeam, a coupler positioned below the horizontal plane of saidbeam,-means operatively connecting v 28. In a car ofthe passenger train type,.th e n ingV a butler beam, a faceplate carried by the Center member, guiding means for said beam carried by said structure, means for yieldingly resisting movement of said center member, and Couplers operatively connected to said center member.

29. In a Car of the passenger train type, the combination with a body structure, oi' a long travel center member mounted for movement relative to said structure, said member ineluding' la buffer beam and a face plate, guiding f means for the Center member carried by said struc-ture, energy dissipating means for resisting movement of the center member in both directions, and Couplers operatively connected to said center member.

30. In a railway car, a draft and buing member extending substantially the length of the ear, means movably secured to said member for coupling saidv car to another ear of a train, means movably carried' by said member for receiving buiing forces, the extent of movement of said last named means relative to the draft and buiiing member, with the car coupled to another ear, determining the train i slack between said cars, saidv last named means embodying a face plate.

31. In a railway car, a Center member eX- tending substantially the length of the ear and mounted for movement relative thereto, means operatively connected to said center member for coupling said ear to another Car of a train, and yielding means movably mounted on said Center member, said yielding means being mounted in a different horizontal plane from said Coupling means, the movement of said yielding means relative to the Center member, with the ear coupled to another ear,

determining the train slack between said oars. In testimony whereof I have signed this specification.

OTHO C. DURYEA. 

